CONSEIL INTERNATIONAL INTERNATIONAL COUNCIL

DES MACHINES A COMBUSTION ON COMBUSTION ENGINES

STUDY OF THE RELATIONSHIP BETWEEN CYLINDER

LUBRICANT DRAIN CONDITION AND PERFORMANCE
PARAMETERS OF
2-STROKE CROSS-HEAD ENGINES

Fabian Chew, Technical Manager, Flame Marine Limited,

No.2, Chempang Kuning Link, Singapore 486237
Tel: +65 9677 4315 Fax: +65 234 2754
e-mail: Fabian@flamemarine.com

Terence MCGeary, Managing Director, Flame Marine Limited

29, The Gill, Ulverston LA12 7BP, UK
Tel: +44 1229 588601 Fax: +44 1229 587959
e-mail: Terence@flamemarine.com

ABSTRACT authors are now sampling and analyzing Cylinder

A study of the condition of diesel engine cylinder
lubricant drains from modern long stroke large bore
cross-head diesel engines over the past 5 years
has indicated a relationship between drain oil
condition and the maintenance and performance
conditions of 2-stroke cross-head diesel engines.
By regularly sampling cylinder lubricant drain oil
from each cylinder unit it has been possible to
determine the optimum lubricant feed rate, monitor
the wear rates of each cylinder unit, plan the life
span of the liner, check for water contamination,
verify the effectiveness of sealing of each piston rod
gland, and evaluate combustion conditions.
INTRODUCTION
In 1994 the drain oil condition of two cylinder units
of one MAN.B&W 6S80MC engine was monitored
by the authors’ company over a period of 10,000
hours, and then, in the period from 1995 until 1998,
several other large bore MAN.B&W and Sulzer
engines were monitored in the same way. As it
became clear that monitoring of cylinder lubricant
drain oil was yielding very useful information about
the performance of the engine, and about the
comparative performance of individual cylinder
units, the monitoring was extended to all cylinder
units of one engine and then to other engines. The
Lubricant drain oil routinely on all cylinder units of
many ships, between 6 and 8 times per year, the
frequency being dependent on the voyage
schedule.
As sampling has been extended to different
engines with different operating conditions,
including new-buildings, more knowledge is being
accrued about the conditions of combustion and
lubrication in the diesel engine, and the relationship
between the drain oil condition and engine
performance parameters. The studies to date are to
be regarded as a step towards understanding more
about the combustion and lubrication processes in
the cross-head diesel engine.
Cylinder lubricant drain sampling
Analysis of the waste oil, and comparison of the
waste oil analyses with new oil analysis, enables
conclusions to be drawn about the combustion and
lubrication conditions of each cylinder unit. A further
comparison, of the waste oil from one cylinder unit
with the waste oil from other cylinder units of the
same engine, enables comparison of the
performance and maintenance condition of each
unit against the other units.

© CIMAC — 1036 — Congress 2001, Hamburg

By regular sampling from each cylinder unit
comparisons can be made with previous sample
analyses. The trends demonstrated by regular
sampling have been seen to reflect the changing
maintenance condition of each unit and the
changing combustion conditions as different fuels
are lifted with each bunkering, and also the
changing lubrication conditions between different
brands of lubricant and different methods of
cylinder lubrication.
Most engine designs provide for the waste cylinder
lubricating oil to be drained from the piston rod
diaphragm by a separate pipe from each cylinder
unit into a manifold, which carries the waste
lubricant into a drain tank for subsequent
incineration or landing ashore.
By providing a shut-off cock and sampling cock
onto each cylinder unit drain pipe it is possible to
take samples of the waste oil. This arrangement is
a standard feature of MAN.B&W engines and many
Sulzer engines. Some engines require the fitting of
the cocks on each drain pipe, or other minor
modifications, to be able to take drain samples.
(1)
It has been reported that, since 1998, two-stroke
diesel engines are powering 80% of new buildings.
Each of these engines is consuming cylinder
lubricant at a feed rate typically between 0.7g and
1.2g per bhp.hour. For a modern large container
ship the daily expenditure on cylinder lubrication
can be as high as US$2,000 per day, or over
US$500,000 per year.
Changing Conditions of Lubrication
Cylinder lubrication conditions have changed
considerably over the past 20 years.
There has been continuous development of the
diesel engine since its inception, particularly in
respect of the power output from each cylinder unit.
The increase in power output has an effect on
engine lubrication conditions.
In recent years the increase in power output has
coincided with a creeping deterioration in the quality
of fuel being burned. The test methods used for
marine fuels, however, have not changed to match
the changes in fuel quality and, as a result, the two
characteristics, ignition quality and combustibility,
which have deteriorated considerably, are not yet
tested.
The combination of increasing power output and
deteriorating fuel quality has had a major influence
on cylinder lubrication conditions in modern 2-
stroke diesel engines.
© CIMAC — 1037 —
Factors Influencing Cylinder Lubricant
Condition
1. Engine Development
The increase in power output of modern diesel
engines has had the consequence of increasing the
amount of cylinder lubricant consumption.
(1)
Schenk, Hengeveld and Aabo refer to an increase
in power per cylinder from a 900mm bore engine,
when first introduced in 1982, as developing 4680
BHP, whereas the current model produces 6650
BHP, a 42% increase in power output.
In 1982 the typical cylinder lubricant feed rate for a
uni-flow scavenge engine was 0.67g/kWh (0.5g/
bhp.hour), which indicates that the lubricant
consumption of such a 10 cylinder 900mm bore
engine would be 562kg per day. With a 42%
increase in power, and typical lubricant feed rates
having increased from 0.67g/kWh to 1.34g/kWh
(0.5g to 1.0g/bhp.hour) and more, the lubricant
consumption for the current model will be about
1,600kg of cylinder lubricant per day.
The increase in power has also led to an increase
in the acid condensation on the liner wall.
In addressing the subject of corrosive wear in the
(1)
same paper it is stated that previous opinion was
that there would be no acid condensation if liner
0
wall temperature is maintained above 190 C, even
when operating on a 5% sulphur fuel and Pmax of
200bar. The paper goes on to state that recent
investigations have confirmed acid condensation,
and hence corrosive wear, is still a significant factor
0
at temperatures above 190 C, and is occurring with
0
liner wall temperatures up to, and above, 270 C for
an engine operating on 3.5% sulphur fuel and firing
pressure of 150 bar.
The increase in acid condensation due to the
(3)
increased power has come as a surprise to
engine manufacturers and the increased acid
condensation has had a marked effect on the diesel
cylinder lubrication conditions.
2. Changes in the quality of residual marine
fuel
(2)
Aabo in his paper “Fuels for Diesels” described
the modern fuel problem, which the authors see as
a matter for particular concern, as “The ignition
delay is not the only parameter of importance for
the combustion process. The combustion duration
may be even more important in terms of piston ring
versus liner operation.”
The authors have observed that extended duration
of combustion can be the cause of severe cylinder
wear, a phenomenon which has been graphically
Congress 2001, Hamburg
documented by one engine builder in a confidential
report for an operator of Sulzer 12RTA84 engines.
To understand the reason for late combustion and
the consequent severe liner wear it is useful to
consider how marine fuels have been, and still are,
changing.
As the demand for automotive and aviation fuels
escalated the refineries introduced secondary
methods of refining, whereby the residue from
atmospheric distillation is subjected to catalytic and
thermal cracking to extract a greater quantity of
light products. In recent years this has resulted in
the viscosity breaking process, the Vis-Breaker,
being operated with greater “severity” and the
residue of this process becoming more viscous.
The high viscosity ‘’vis-broken’’ residue needs to be
blended with a low viscosity product, a cutter stock,
which will at one time reduce its viscosity, improve
its handling and maintain its stability. The most
appropriate cutter stock candidates appear to be
the distillates from the catalytic cracker. These Low
Viscosity and High Viscosity Cycle Oils are notable
for having low cetane index and poor combustion
characteristics.
Hence as the severity of operation of Vis-Breakers
is being gradually increased in refineries around the
world, there is a concurrent increase in the amount
of Cycle Oil which is blended into the Vis-Broken
residue to produce marine fuels to meet the
viscosity requirements of ships’ engines.
The effect on marine fuels is that ignition, and,
more important, combustibility have both been, and
still are, deteriorating. The ISO fuel test procedures
do not yet provide for measurement of ignition or
© CIMAC — 1038 —
combustibility so there has been no apparent
deterioration in fuel quality over the past 10 years,
th
as stated at the CIMAC Day Fuel Meeting on 30
September 1998
The effect of utilising such fuels in the marine diesel
engine has a marked effect on cylinder lubrication
conditions, not least due to late completion of
combustion, which can burn the cylinder lubricant
on the liner wall and lead to dry liner conditions and
abrasive wear of the liner wall.
Diesel Cylinder Lubrication
The cross-head diesel engine relies on the injection
of cylinder lubricant through the liner wall to
lubricate the piston/ liner and, after performing its
duties, drains away to waste.
In practice, a large part of the lubricant injected is
wholly, or partly, burned. The greater the excess of
lubricant over that required for optimum lubrication
conditions, and the longer the duration of
combustion, the greater the amount of lubricant is
burned. Some of the excess lubricant remains as
deposits on the piston, and some forms deposits in
turbo-chargers and economisers. The residue of
the lubricant which finally finds its way to the under-
piston scavenge space is laden with acid sludge,
lubricant ash, partly burned heavy ends of fuel, fuel
ash, wear particles and water.
The condition of the lubricant as it drains off the
diaphragm carries with it information about the
combustion and lubrication conditions in each
cylinder unit.
Congress 2001, Hamburg
 CYLINDER LUBRICANT DRAIN cylinder unit diesel engine is sufficient to provide
ANALYSIS AND ENGINE adequate lubricant to overcome friction between the
piston rings and liner wall, and to neutralise acid
PERFORMANCE condensation on the liner wall in order to minimise
corrosive wear. In several studies it has been noted
that the cylinder lubricant feed rate is excessive and
1. Analytical tests the authors have been able to recommend a
reduction.
The test procedure used by the authors for Cylinder
Lubricant drain analysis is to perform 5 physical The accepted method for the calculation of
and 19 spectrographic analyses of each oil sample. lubrication feed rate is as a multiple of the power of
Table I compares the analysis of a new cylinder the engine expressed in grammes per kilowatt hour,
lubricant with the condition of the same oil after or grammes per brake horsepower hour. As Engine
performing its function in a MAN.B&W S80MC Manufacturers recommend lubricant feed rates
engine: expressed in this way, then, as the power per
cylinder unit has developed over the years, so has
Table I – Comparison of New and Used Oil the amount of lubricant injected. The reasoning
Physical Properties New Oil Used Oil behind this method of calculation is open to
Viscosity @ 100C cst 19.75 23.9 question, but not within the scope of this paper.
Water %wt 0.05 0.95 Engine Manufacturers and the Cylinder Lubricant
TBN mg KOH/g 71.1 25 Suppliers have, until recently, stated that “the
Sooty Insolubles %wt 0.1 0.8 greater the amount of lubricant, the better the
Dispersancy % 85 63 operating conditions”.
Spectrographic Analysis ppm
6 378
In 1995 the authors’ company had collected
Iron (5)
evidence of over-lubrication causing piston
Lead (ppm) 0 0
deposit problems in an 800mm bore engine
Copper (ppm) 0 2
lubricated at 1.6g/kWh (1.2g/bhp.hour). Subsequent
Chromium 0 1
reduction of the cylinder lubricant feed rate down to
Aluminium 0 16 1.2g/kWh (0.9g/bhp.hour) resulted in cleaner piston
Nickel 0 32 conditions and reduced liner wear.
Silver 0 0
(3) (4)
Tin 0 61 It is now accepted that excessive lubrication
Silicon 19 28 can lead to heavy deposit formation on the top land
Boron 17 0 and piston crown, cause ring groove deposits and
Sodium 20 29 ring seizure, and lead to liner wear and scuffing.
(4)
Phosphorous 12 13 One Engine Manufacturer recently stated that
Zinc 13 12
lubricating oil feed rate should not exceed 1.6g/kWh
(1.2g/bhp.hour), and recommends a rate of 1.3g +/-
Calcium 22600 20045
0.3g/ kWh (0.97g +/- 0.22g/ bhp.hour), for the time
Barium 0 0
being, whilst investigations continue.
Magnesium 57 69
Titanium 0 0 Nevertheless many operators have been reluctant
Molybdenum 0 0 to adjust the lubricant feed rate to a lower level after
Vanadium 0 125 many years being advised by both the engine
manufacturers and the lubricant suppliers that it is
The changes which take place in the lubricating oil not possible to over-lubricate, and “the more
during its passage down the cylinder liner to the lubricant the better”.
drain pipe enable interpretations to be made about
the conditions of combustion, maintenance and The typical Cylinder Oil feed rate range, between
lubrication of the individual unit. 1.0g/kWh to 1.6g/kWh (0.7g to 1.2g/bhp.hour) is
very wide and most operators still err towards
higher rates despite the growing acceptance that
2. Cylinder Lubricant Feed Rate over-lubrication is a possible cause of piston
deposits, ring seizure and wear.
The authors have carried out sampling and analysis
of Cylinder lubricant drains on a number of ships to
check whether the rate of lubrication of each

© CIMAC — 1039 — Congress 2001, Hamburg

Evidence of over-lubrication can manifest itself The Calcium values in Fig 1 are higher than the
visually in an engine by: 23,700 ppm found in the new oil, which indicates
that the drain oil is carrying a lot of lubricant ash
• Crescent shape white deposits on the piston from lubricating oil that has been burned.
crown
• Deposits of calcium on the piston top land
Reduction of the feed rate to a MAN.B&W
• Calcium deposits in the ring grooves and ring (6)
10L80MC engine was monitored – Fig 2 – under
seizure the guidance of the authors, and in agreement with
engine manufacturer’s recommendations, in steps
The condition of over-lubrication can be seen in the of 0.067g/kWh (0.05g/bhp.hour). Three sets of
condition of the drain oil by observing the TBN and drain oil samples were taken over a period of 2,000
Iron values. and, most significantly, when the hours before any reduction was made and then
Calcium value in the drain oil is higher than that in again, after each reduction, a further set of
the new oil. analyses is taken, before reducing by another step
of 0.067gramme.
28000 Calcium
27000
The aim has been to reduce feed rates towards the
26000
lower level recommended by the Engine
25000 Manufacturers, as the results of the cylinder
ppm

24000 lubricant drain analyses confirm the possibility to do

23000 so.
22000
21000 The relevant analysis values were monitored during
the reduction process to ensure that all lubricant
10
1

New Oil

drain values were maintained within safe levels.

See - Figs 3 & 4.

Fig 1 - Calcium values from a MAN.B&W 10L80MC

MAN.B&W 10L80MC - Cylinder Oil Feed

1.50

1.40

1.30

1.20

1.10

1.00

0.90
8-Jun- 27-Jul- 16-Sep- 5-Nov- 23-Dec- 15-Feb- 14-Mar- 5th Apr 8-Jun- 1-Nov- 11-Dec-
99 99 99 99 99 00 00 00 00 00 00
gm/bhp hr 1.34 1.23 1.19 1.13 1.15 1.16 1.13 1.08 1.03 0.960 0.940

Fig 2 – Progressive reduction of Cylinder Lubricant feed rates

© CIMAC — 1040 — Congress 2001, Hamburg

 70
TBN

mg/KOH/gm
60
50
40
30
20
1 2 3 4 5 6 7 8 9 10 new
23-May-00 43.2 40.5 45.6 43.2 47.7 38.5 44.5 42.5 46.5 41.1 0
13-Jul-00 35.3 35.5 39.7 40.5 37.8 34.7 27 51.8 39.3 32.2 0
6-Sep-00 38.5 40.3 43.5 37.1 44.1 35 40.7 40 41.3 37.2 0
20-Oct-00 47.1 49.4 51.6 49 45.5 45.7 48.7 42.9 48.4 42.9 69.2

Fig 3 - TBN values during progressive reduction in Cylinder Lubricant Feed

150

Iron
100
ppm

50

0
1 2 3 4 5 6 7 8 9 10 new
23-May-00 46 64 31 34 44 41 25 29 45 60 0
13-Jul-00 73 87 46 61 61 63 59 46 111 78 0
6-Sep-00 37 67 34 43 71 47 70 39 69 60 0
20-Oct-00 39 31 24 25 30 34 37 30 33 30 4

Fig 4 – Iron values during progressive reduction in Cylinder Lubricant Feed Rate

3. Cylinder Liner Wear Conditions

400
Liner wear can result both from abrasive and
Iron
corrosive wear. 300
ppm

Analysis of the Iron and Alkalinity values in the 200

cylinder lubricant drain oil taken by the authors
has provided a check on the amount of wear 100
taking place between the piston rings and the
cylinder liner, and has been able to confirm the 0
adequacy of the alkaline reserve to counter 1 2 3 4 5 6 New
corrosive wear. A case in point was demonstrated 25-Jul-00 89 66 78 87 88 75 0
by analyses of drain oil from a MAN.B&W 1-Aug-00 83 69 101 83 53 84 0
6S80MC engine. 6-Oct-00 173 140 162 63 126 130 0
30-Oct-00 120 121 147 93 378 156 6
Tabulation of the Iron values in the drain oil, see
Fig 5, from all engine cylinders permitted
comparison of performance conditions between Fig 5 – Iron values demonstrating sudden liner
cylinder units. wear in No.5 Cylinder Unit

© CIMAC — 1041 — Congress 2001, Hamburg

Plotting of Iron values for each engine cylinder
from consecutive drain samples enabled the
trends in liner wear to be evaluated. At overhaul
intervals the wear trends noted by drain analysis
were confirmed by physical measurements.
whereby poor combustion condition in Unit 1,
indicated by high Vanadium, low Dispersancy and
high Insolubles, contrasts with good combustion in
Unit 4 having low vanadium, high Dispersancy
and low Insolubles.

At the same time the alkalinity values of the drain By carrying out a comparison over several sets of
oil were able to confirm sufficient reserve to samples taken at 1000 hour intervals, the trends,
minimise the risk of corrosive wear taking place. in terms of an improvement or deterioration in
The alkaline reserve can be affected by the combustion conditions could be interpreted. When
amount of sulphur in the fuel, water in the noting a deteriorating trend the operator can be
scavenge air supply, liner wall temperature and alerted to the need for maintenance, be it the
(1)
the power being developed . changing of an injector or the lifting of a piston
with seized rings.
4. Combustion Conditions
5. Checking performance of the piston rod
gland
Conditions of poor atomisation and incomplete
combustion are evident in the analysis results of
Analysis of Cylinder Lubricant drains from a
cylinder lubricant drains.
MAN.B&W 10L80MC engine demonstrated
incidence of an impending problem with piston rod
By comparing the drain analysis results from each
of Unit 1 and a serious problem with Unit 7 as
cylinder unit from a MAN.B&W 6S80MC the
shown in Fig 7. Leakage of system oil from the
individual combustion performance of each
crankcase upwards through the piston rod stuffing
cylinder unit could be interpreted.
box was quickly noted and corrected.
Fig 6 show analyses from an engine with poor
combustion performance on one unit. There is
good correlation between the analysis values

250 0.6

0.5
200

Sooty Insolubles
Dispersancy
Vanadium &

0.4
150
0.3
100
0.2

50
0.1

0 0
1 2 3 4 5 6 New Oil
Vanadium 225 121 147 60 108 42 0
Dispersancy 65 68 73 89 59 72 98
Sooty Insol. 0.5 0.5 0.4 0.2 0.4 0.2 0.1

Fig 6 – Analysis values indicate poor combustion in Unit 1and good combustion in Units 4 and 6.

© CIMAC — 1042 — Congress 2001, Hamburg

 140
Phosphorous
120
100

ppm
80
60
40
20
0
1 2 3 4 5 6 7 8 9 10 new
23-May-00 26 23 15 20 24 10 18 17 16 15 0
13-Jul-00 66 23 23 17 24 11 125 6 11 8 0
6-Sep-00 30 29 12 10 23 17 24 15 29 12 0
20-Oct-00 27 19 17 12 15 19 15 25 25 20 12

Fig 7 – Sudden leakage of system oil at Units 1 & 7, detected and corrected

If a piston rod gland is not maintaining a good seal
then cylinder lubricant drains contaminate the
crankcase oil. Evidence of system oil
contamination is readily picked up when system
oils are monitored by the lubricant supplier, but
the supplier’s analysis does not define which unit
is leaking. Contamination by cylinder lubricant
drain oil causes an increase in TBN in the system
oil, lowering its resistance to water contamination
and causing a build up of deposits on the
underside of the piston crown. The increase in
TBN of the system oil can however be masked
because of the concurrent need for more make up
of system oil as it leaks up into the under-piston
space.
Leakage of system oil into the under-piston space
is readily seen when analysing cylinder lubricant
drain oil. The comparative performance of the
piston rods of each unit can be noted from each
unit sample, and the trend of leakage noted over a
range of several samplings
.

80 1.6
70 1.4
60 1.2
Viscosity & TBN

Water % wt

50 1
40 0.8
30 0.6
20 0.4
10 0.2
0 0
1 2 3 4 5 New Oil
Viscosity 33.52 24.4 31.43 30.01 43.1 20.11
TBN 10.1 14.3 8.2 12.2 6.3 67.7
Water 1.3 1.25 1.4 1.35 1.2 0.05

Fig – Effect of High water contamination in the Cylinder Lubricant

© CIMAC — 1043 — Congress 2001, Hamburg

6. Water contamination
The presence of an excess of water in the diesel
cylinder can have a detrimental effect on the ring
(3)
and liner wear conditions as was demonstrated
in the analyses from a Sulzer 5RTA72 engine –
Fig 8.
(3)
Water is reported to cause an increase in the
formation of acid and an increase in liner wear.
The authors have observed that water
contamination is accompanied by an increase in
viscosity, probably due to emulsification of the
cylinder oil, and also by a marked drop in the
alkalinity and increase in Iron values. Although the
mechanism is not clear to the authors by which
the lubricant, and the lubrication process, breaks
down, it is understood that the water may cause
an increase in the formation of a dilute and highly
corrosive acid, and a breakdown in the alkaline
component of the cylinder lubricant, reducing its
effectiveness in neutralising acid formation.
Study of the parameters allowed recommendation
of prompt remedial action to the operator before
the problem of water contamination developed. An
alert to the possible source of the water can be
indicated, as, in this case, a blocked water
separator drain, or be it exceptional ambient
humidity, and correction before excessive wear
took place.
Other Applications of Cylinder
Lubricant Drain Analysis
The authors have investigated the use of Cylinder
Lubricant drain analysis for other evaluations:
1. Performance Comparison of different
Lubricant Brands
Drain Analysis has been applied to compare the
performance of different brands of cylinder
lubricant in one Sulzer 7RTA84 engine where
Owners wished to check the performance of one
cylinder lubricant with another before making a
commercial decision to change to a new supplier.
Four cylinders were lubricated with the current
lubricant and another brand was used in the other
three cylinders. The analyses were able to confirm
that the performance of both lubricants were
similar, indicating that there would be no technical
reason why the new lubricant should not be used.
© CIMAC — 1044 —
2. Performance Comparison of different
Cylinder Lubrication Systems
The authors’ company is currently providing the
Drain Analysis service assist in comparing the
performance of a new design of diesel cylinder
lubrication equipment installed on two units of a
MAN.B&W 12K90MC engine, whilst the balance
ten continue to be lubricated with conventional
equipment.
3. Planning the life of the liner
The authors are discussing with some engine
operators the use of Cylinder Lubricant drain
analysis to reduce the lubricant feed rate to give
acceptable, rather than minimum liner wear rates.
(3,4)
Evidence collected by the authors and others
indicates that the cost of lubrication to achieve low
wear rates in the region of 0.04mm/ 1000 hours
can sometimes be uneconomic. Adjusting
lubrication feed rate to achieve wear rates in the
region of 0.05mm to 0.06mm/ 1,000 hours, or
other acceptable wear figure, can be cheaper in
terms of cost of liner replacement compared to the
cost of the lubricant to maintain a wear rate in the
region of 0.04mm/ 1000 hours.
As shown in Table II, the cost of cylinder
lubrication at the upper end of the range
recommended by the Engine Manufacturers, of
1.6g/kWh (1.2g/bhp.hour), can result in
expenditure over 10 years of US$1,800,000 for a
700mm bore engine.
This may be compared with the cost of lubrication
at the lower end of 1.0g/kWh (0.75g/bhp.hour) of
US$1,130,000 per year for the same engine, a
difference of US$670,000 over a ten year period.
Given that a typical purchase and installation cost
for a 700mm liner would be approximately
US$27,000, it prompts the question whether a
balance should be made, between the cost of
lubrication and that of liner replacement, to
optimise operating costs.
Changes in engine loading and changing fuel
quality, as well as operating and maintenance
factors, can affect liner wear. To be able to plan
liner life span the authors recommend close
monitoring of engine performance, lubricant
condition and fuel data
Congress 2001, Hamburg
 Table II – Comparison of Cylinder Lubricant costs at different feed rates
Example: 6-cylinder 700mm bore engine
develops 20,000 bhp:
Cylinder Oil Feed Rate (gms/bhp hr)
Consumption per day (Litres)
Consumption per Year/ 7,000 hours in Litres
CLO cost for 10 years (US Dollars) @ US$1.00/ litre
Cost Difference over 10 years/ 70,000 hours
CONCLUSIONS
Cylinder lubricant drain analysis has opened a
new source of information to help determine
engine performance conditions, providing the
superintendent with additional information to
make engine maintenance decisions. Important to
note is that Cylinder Lubricant drain analysis can
detect a problem, such as ring and liner wear,
water contamination of the cylinder lubricant, and
piston rod gland leakage, before it would be
picked up by conventional methods of inspection.
Furthermore, by combining cylinder lubricant drain
analysis with the physical inspection of piston
condition through the scavenge ports, more
precise maintenance decisions can be made.
The need for regular piston inspection is
recognised by most operators. However, the
lower educational standard of some ships’ staff
may mean that piston inspection cannot always
be relied upon to provide as much valid
information about piston and liner conditions as
would be the case with inspection by an
experienced superintendent or specialist
engineer.
Despite the fact that cylinder lubricant analysis
does not require the authors, as providers of the
analysis service, to go on board customer ships it
has, nevertheless, been their practice to make
engine inspections. They encourage ships’ staff to
participate in the piston inspections with a view to
training engine room staff in the observation and
photographic recording of piston and liner
conditions. Visual inspection does, nevertheless,
have its limitations as the authors’ experience has
indicated that drain analysis can pick up a wear
problem which has not been noted during visual
inspection of pistons, in other words, before the
wear became a serious problem.
As a further step towards a more comprehensive
engine performance monitoring service the
authors have been collecting engine performance
data from selected ships. The combination of
© CIMAC — 1045 —
Upper limit Mid range Lower limit
1.6g/kWh 1.35g/kWh 1.0g/kWh
1.2 1 0.75
630 520 390
180,000 150,000 113,000
$1,800,000 $1,500,000 $1,130,000
$300,000 $670,000
regular monthly engine performance data,
photographic records of piston and liner condition,
together with the data derived from cylinder
lubricant drain analysis has enabled a more
detailed and specific interpretation of engine
performance condition to be provided to engine
operators. The objective is to provide the fleet
manager and superintendent with data in a readily
understood form to enable him to take prompt and
appropriate action to maintain economic
operation, engine reliability and optimum
performance.
The authors have already collected a
considerable amount of engine performance data
from some containerships and tankers using
cylinder lubricant drain analysis and look forward
to reporting their findings from these ships and
others in due course.
REFERENCES
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– ISME, Tokyo October 2000
2. K. AABO, ‘’Fuel for Diesels – Performance on
Future Fuels’’, CIMAC Day 30Sept 98
3. R. DEMMERLE, S. BARROW, D. JAQUET,
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Congress 2001, Hamburg